Vehicular heater



Oct. 7, 1952 H. v. JOYCE VEHICULAR HEATER 3 Sheets-Sheet 1 Filed May 5. 1948 v a I l fllROLD l/QOVCE INVEN TOR.

Oct. 7, 1952 v, JOYCE I 2,612,829

. VEHICULAR HEATER Filed May 5, 1948 3 Sheets-Sheet 2 m 4... HARL-p l/Jor c f8 Wi "Y By ATmRw s Oct. 7, 1952 H. v. ,IQYQE vEHIpuLAR HEATER 3 Sheets-Sheet 5 Filed May 5, 1948 TEE-.15.

HAROLD V JOY C E IINVENTOR.

7 ATTORNEYS Patented Oct. 7, 1952 Harold v, Joyce, Detroit, ien; assignorito liord Motor Company,rl)earborn, ;Micl1., a corporation of Delaware Application May 5, 1948; s en-No. 25175 11 I 1 Claim.

This invention is concerned with a system for heating vehicles, and more particularly with a methodiand apparatus for'heating automotive equipment which equipment is propelled by .a water-cooled. internal-combustion .engine. It has long been common practice to employ the heat dissipated by the cooling water of such an internalecombustion engine to warm the vehicle in which the engine is mounted. This invention s, however, more particularly concerned with improvements insuch a heating system whereby the operator of the vehicle can readilysecure any desired temperature in the passenger compartment of the vehicle and can maintain suchrtemperature despite variations in speed and loading of the vehicle and in the ambient'weather conditions. .l

, Because of the peculiar conditions obtaining in vehicular bodies, the proper heating and ventilation of such bodies, particularly in severe weather has posed a very troublesome problem. .The problem of accurately regulating the temperature of the passenger, compartment is complicated by such factors as the wide variations in the amount of heat given off from the passengers themselves, the variations in the temperature, of the water which is used asa source of heat, the variations in the force and direction of air movement around the automobile body, changes in outside temperature and the differing degrees of weather tightness found from body to body and even in the same body as it ages.

Themere obtainment of the proper tempera ture in the passenger compartment during cold weather is only oneend which must be attained by a'satisfactory heating and ventilating-system. Such asystem must. also serve to regulate to some extent the "relative humidity in the passenger compartment to avoid the fogging or frosting of the window area which is inevitable in most weather ifftherelative humidity of ,the passenger compartment is permitted to become too high. A satisfactory system must also provide for the admission of controlled amounts of fresh air; free from surplus moisture and road dust at all'seasons of thecyear.

With these and other objects in view, the invention comprises the arrangement, construction and combination of the various elements of the structure described in the specification, claimed in the claims and illustrated in the accompanying drawings in which:

Figure Us a somewhat diagrammatic plan view of'the forward portion ofa vehicle inwhich the heating and ventilating .system' he'r'ein described has been installed.

Figure 2 is a plan. heating and ventilating system showing an enlarged view of the butterfly valve and blower employed, to control the flow of ,air.

Figure .3 is a view 'similarto Figure 2 except that the positionvof the butterfly valve has been changed to a position giving total recirculation nofairx' Figureazisa ,view also similar to Figure 2' and differs therefrominthatthebutterfly' valve is set to provideforlno recirculation of air.

Figure 5 is an enlarged plan View :of the butterfly'valve; .c

Figure 6 is an; enlarged horizontal section of thebutterfiy valve.

Figure .1- .is ,a' somewhat diagrammatic plan view of the forward portion of a vehicle in which applicants heating and ventilating system has and the outline of the power plantat H. The

Ifirewall which divides the passenger'compartment from the ;engine compartment is shown at [2. At theforward-end of the car, openings l3 are provided forv tthe admittance of outside air totheheating and ventilating system. tThe air admitted through openings [3 passes rearwardly along conduits 14 which are contained in fshield v The air entering the passenger compartment through the left-hand v deflectorl 8 is not heated .air and serves nopurpo'se other than" providing fresh cool air to the interior of the car. The air'entering right-hand conduit 14 can by a proper setting of butterfly 22 be permitted to flow. directly into the passenger compartment past right-han'd deflector [8' or deflected to the left through side "arm 19 and'into blower 2B whichis operatedb'y motor2 l; *Blower Zllserves 'to propel air into heater body 23 wherein it'is heated bypassage over a divided coppercore served with hot water from'the radiator; This copper core'islconstructed so that the-air being heatedfblows forward through the central portion and backward throughthe' end portions and emerges to the rear, This heatedair-isthen blown into plenum "z' l frorn' which it emerges directly into gthef passengercompartment; aThis plenum "241s" provided along its -loweredge with view of a ,lp'dmonbf this a series of openings not shown but designed to uniformly distribute the heated air along the width of the car. The end of this plenum is also provided with a slot 35 to propel heated air in the direction of the feet of the operator of the vehicle. Tubes 25 and 26 are provided to conduct heated air from the core to the windshield for defrosting purposes. If desired, the flow of air through tubes 25 and 26 may be regulated by separate butterfly valves.

The action and function of butterfly valves I6 are probably best understood from a simultaneous study of Figures 2, 3, and 4 of the drawings, each of which shows this butterfly valve in section; When it is desired to heat the interior of thevehicle, the operator can set butterfly 22 so that all of the air blown by blower 20 is drawn from the interior of the car recirculated through the heater or this butterfly may be adjusted so that all of the air passing through the blower is drawn from the outside through .conduit [4 or it may be adjusted to any intermediate position which will result in a portion of the air being drawn from the outside and a portion of it being recirculated. In Figure 2 the butterfly 22 is arranged with its plane parallel to the longitudinal axis of the vehicle. In this position and with the blower turned on and the car in motion, the air introduced through conduit M will be divided, a portion of such air passing through the blower 20, b'ecomingheated in heater body 23 and entering the passenger. compartment through plenum 24. Another portion of this air will not go into the heater but will go directly into the passenger compartment at deflector l8. It will be observedthatexact'portions of the'air flowing in each direction will be somewhat dependent upon the effectof the ram action imparted to the air entering conduit [4 by virtue of the velocity of the vehicle. When the vehicle is at -rest, it is apparent that with the butterfly22 in theposition shown in Figure 2, there will be some recirculation of the air from the passenger compartment to the blower through deflector l8. At high speeds this type of recirculation will decrease in'amount or totally disappear.

In very severe Weather or-when the maximum rate of heating is desired, the butterfly 22 will be set in theposition shown in Figure 3. In this position the air entering through right-hand conduit I4 is shut off from the passenger compartment by the butterfly 22 and-the only air available to blower 20 is that drawn in from the passenger compartment past deflector l8 as shown by the arrows. the interior of the passenger compartment is recirculated past the heater and results in a rapid elevation of the temperature in the passenger compartment. V

In mild weather or when a lesser amount of heat is needed or whereit is desired to reduce the relative humidity in the interior of the passenger compartment to eliminate fogging qr frosting of the interior surfaces of the windows,

and almostnecessary to automatically control In this way the air in the butterfly 22 is set in the position shown in the amount of heat imparted to the body by a heater. In the structure of the present invention, this regulation is accomplished by a thermostatic element. Reverting to Figure 1 the hot water employed as a source of heat is derived from the cylinder head through hose 2! and is led by this hose into thermostat 28. Thermostat 28 is an automatic arrangement whereby the water flowing through the thermostat and hence through the heater is controlled in response to the temperature existing in the passenger compartment This thermostatic control is regulatable to suit the desires of the operator of the vehicle. The water passing through the thermostat enters hose 28 and is conducted into and through the heater core housed in heater body 23. After its passage through the heater core, it is discharged through hose 30 to another portion of the engine cooling system. Since thermostat 28 must for structural reasons be secured to the flrewall [2, it does not reflect the true temperature within the vehicle body since it; is somewhat isolated from the stream of hot air directed downwardly and to the left by plenum 24. To correct this condition the heater body 23 has an ear 31 punched out on its upperside, and in direct'communication with the highly heated air passing over the core within heater body:23. This heated air blows out of heater body 23 through the ear 3! and is directed against thermostat 28. By judiciously choosing the size and location of ear 3! and the relative location of ear 3'! and thermostat 28, it is possible to make thermostat 28 accurately reflect the temperature. conditions inside the vehicle body, albeit its location ordinarily would not permit it to do so.

Figures 5 and 6 are respectively an enlarged plan view and an enlarged horizontal section of the butterfly valve. The butterfly valve l6 consists of a sheet steel body to which is attached a sheet steel side arm l8 and a butterfly 22 which in turn comprises two complementary sheet metal ellipses 33 enclosing an elliptical rubber gasket 34, the whole assembly being pivoted upon rod 3| which is actuated by a Bowden wire (not shown) operating upon crank 32. It will be observed that' the rubber gasket 34 is at all times larger than the corresponding dimension of butterfly valve l6. Due to this enlargement of rubber gasket 34, a tight seal is effected between the butterfly 22 and the butterfly valve I6 when in either closed positions. In addition to serving to tightly seal the butterfly valve in the closed position, this rubber gasket material 34 by virtue of having its minor axis larger than the diameter of butterfly valve- It serves to impart an overcenter action to butterfly 22 so that it will automatically seat in either closed position and remain so without the application of any external pressure. It is thought that this over-center action will be apparent from a careful study of the position assumed by this rubber gasket in Figure 5 in'the area immediately adjacent the crank end of the rod 3| where it passes through the body of the butterfly valve. While it has not beenso illustrated'in the drawing, it is apparent that a similar butterfly can be mounted in the left-hand butterfly valve to control the flow of fresh air through the left-hand conduit I 4.

With the structure described above, the operator of the vehicle has under his upper control a flow of fresh air at all times while the car is in motion through the left-hand conduit I4, butterfly valve l6, and. deflector I8.

5 lhrough the right-hand conduit l4 and butterfly l6, he may have at his election a supply of fresh unheated air, a supply of fresh heated air, a complete exclusion of fresh air and the recirculation of heated air to the passenger compartment or any intermediate combination of recirculated and fresh air. This structure also provides an independent control of the defrosting mechanism and an adjustable thermostatic control whereby the operator of the vehicle may select a temperature comfortable to him.

I claim as my invention:

In a motor vehicle, a heating system comprising an impact air conduit leading from a forward position on the vehicle and discharging directly into the passenger compartment, a branch conduit located intermediate the ends of the impact air conduit and terminating in a blower mechanism, a three-way valve at the intersection of the impact air conduit and the branch conduit, said three way valve comprising an approximately elliptically shaped rigid member whose minor axis is approximately the diameter of the impact air conduit and which supports a REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,131,017 Lintern et a1 Sept. 20, 1938 2,213,018 Perkins Aug. 27, 1940 2,225,071 Meyerhoefer Dec. 17, 1940 2,325,427 Reynolds July 27, 1943 2,391,408 Galamb et a1 Dec. 25, 1945 2,532,486 Fairbanks Dec. 5, 1950 

